Internal-combustion engine



June 22, 1948. R. M. HvlD INTERNAL-COMBUSTION ENGINE 4 Sheets-Sheet 1 Filed Jan. 22, 1943 June 22, 1948. R. M. HvlD INTERNAL-COMBUSTION ENGINE 4 Sheets-Sheet 2 Filed Jan. 22, 1943 n l 07'" Zasms ,f/@ ,fw

June 22,- 1948. R. M. HvlD 2,443,912

INTERNAL-comuson .ENGINE Filed Jan. 22, 1945 4 'sheets-sheet 3 faz/62a or j@ fmyw' June 22,u 1948. R. M. HVID INTERNAL-comuswtou ENGINE Y 4 Sheets-Sheet 4 Filed Jan. 22, 1943 III/2 Z5 III-1111:.

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Patented June az, l194s UNITED STATES PATENT OFFICE 2,443,912 i INTENAL-coMBUs'rIoN ENGINE immun M. nvm, wilmette, n1. 'Application January 22, 1 94'3, serial No. 473,176 ,l

7 Claims. (ci. 12a-3e) This invention relates to internal combustion engines, more particularly to engines of the' type wherein the'fuel. such as oil or the like, is dis-v charged into a cup in which ignition occurs and which has restricted communication with the combustion chamber, so that the resulting explosion in the cup causes atomized fuel particles to discharge from the cup into. the combustion chamber for complete burning to produce the .power stroke, and the invention has for an object lthe provision of improved engines of this character.

In such oil-operated engines heretofore known, air is drawn into the cylinder and heated therein by compression to a very high degree, a portion of .the heated air entering the cup through restricted communicating holes so as to ignite the fuel oil in the cup and cause the desired explosion therewithin. The high compression required for such operation results in relatively high ex plosion pressures within the.cylinder, and ac,- cordingly such engines must be heavily constructed and require exceptionally good mate-4 rials and excellent workmanship.

l It is an. object of the present invention to prol vide an internal combustion engine of the type utilizing an ignition cup, wherein the ignition of the fuel oil in the cup is independent of the coml bustion engine embodying the present invention,

a portion of the rocker arm mechanism being shown in section more clearly to illustrate the structural details;

Fig. 2 is a vertical ysectional view taken substantially along the line 2-V-2 of Fig. 1 with respect to the valve-operating gear and through y substantially the center line of the upper portion of one of the cylinders;

' Fig. 3 is a detail view of the improved fuel valve shown vin Fig. 2, taken at substantially right angles to the showing in Fig. 2 and facing the spray holes 6 in the cup;

Fig. i is a top plan view of the'fuel-Hvalve shown in Fig. 2;

Fig. 5 Visa vertical sectional view o1 .the fuel l valve taken substantially alongV the line 5 5 in. Fig. 3:

Figs. 6 and 7 are transverse sectional views taken along the lines l-B and 1-1 respectively of Fig. 5; and

Fig. 8 is a similar transverse sectional view taken. along the line 8-8 of Fig. 3.

Referring now to the drawings, the invention is shown in Figs. 1 and 2 as applied to a fourstroke cycle internal combustion engine having a pair of cylinders 64, one of which is shown in section in Fig. 2. It is of course understood,

' however, that the invention is not limited to the particular engine shown, but may be embodied generally in engines having any desired number of cylinders and employing dierent operating cycles; As shown, the cylinder is provided with a piston 65 which reciprocates therein in the usual manner and which provides, in the upper part of the cylinder 6I, a compression or clearance space B8.l The clearancespace 66 is so proportioned that the temperature of the air charge, caused by its compression in the cylinder during operation, will be less than that requiredl to ignite the fuel. At its upper end the cylinder 64 is provided with an air intake valve 68, and in addition there is provided, adjacent one edge of the upper end of the cylinder. 'a fuel cup` l which forms a part of the improved fuel valve to be described in detail hereinafter, the cup 5 coml municating with the compression space '66 through suitable spray holes 8 formed in one Wall of the cup. Opposite the holes 6 the cup 5 is provided with an opening 1 through which ex'- tends the inner end of a suitable spark plug 1a, the spark plug beingmounted in the cylinder head ofthe engine as shown.

In Fig. 2 the piston 85 is shown as moving `downwardly on the intake stroke, and the valve 68 is opensc that a charge of air is being drawn into the cylinder through a suitable'supply passage. At the same time 'a charge of fuel, and a limited quantity of air, will be drawn into the cup 5 through the improved fuel valve in a manner to be fully described hereinafter. The charge of fuel enteringcup 5 will be partially atomized and1 vaporized and some of the oil charge will spread over the bottom of the cup as a lm thereon.

On the following compression stroke, all of the 'valves will of course be closed, and at the proper point in the'stroke, or near the upper dead center position of the piston 65,-the spark plug 1a will be energized through the usual electrical ignition 3 s system (not shown) so as to ignite the charge of fuel in the cup 5. The resulting explosion will cause the' entire remaining charge of toil, or fuel, contained in the cup 5 to be sprayed in atomized and vaporized condition through the holes 8 into the compression space 66 of the cylinder. The direction taken by this spray of atomized fuel is indicated by the line 31 in Fig. 2, and it will be noted that the holes 6 are so directed that the clearance or compression space in the cylinder is covered eillciently by the spray issuing from holes 3.

Complete burning of the atomized and vaporized fuel in the cylinder thereupon takes place andthe expansive force of the gases resulting therefrom forces the piston 35 downwardly on the power stroke. Since the cup 5 is of relatively small volume, there will always be sufficient fuel in the ignition cup to insure a mixture rich enough in quality to ignite when the. spark plug is energzed, even though the engine may be operated at an exceptionally low load and speed.

Referring now to Figs. 3 to 8, inclusive, the details of the improved fuel valve for supplying controlled quantities of fuel to the ignition cup 5 will be described. The fuel valve body I is formed, as shown best in Figs. 3 and 4, to provide a pair of outwardly extending lugs 2 in which suitable holes are provided to accommodate studs in the cylinder head II. The portion of the fuel valve body I above the lugs 2 is formed, as shown best in Figs. 3 and 4, to provide a pair of upwardly' extending anges 3 and 4, while the portion of the body beneath the lugs 2 is substantially cylindrical. This cylindrical portion ofthe fuel valve body is provided with a reduced end portion which extends into the fuel cup 5 and engages the upper surface of a valve piece I3 which rests on a suitable internal shoulder within the valve cup. As shown best in Fig. 3, the upper part of the valve cup 5 is provided with an aperture 8 through which a suitable positioning screw 9 extends into the valve body I to x the cup in proper relation to the valve body.

As shown in Fig. 2, when the valve body I is properly positioned in the cylinder head I I, suitable studs 62 extend through the apertures in the lugs 2 and the valve body is held down by suitable nuts 63 which engage the studs 52. When the nuts 63 are tightened do'wn, the outer conical surface of the cup 65 is drawn tightly against a 'corresponding conical surface machined in the cylinder head II, so that proper positioning and gas tightness of the fuel valve body I, the cup 5, the valve piece I3, and the cylinder head II are assured. Adjacent its upper end, the cylinder head I I is provided with a groove I2 for receiving a positioning pin Iiil (Fig. 5) which extends outwardly from the cylindrical portion of the valve body I, groove I2 and pin Ill being thus the means for positioning valve body Iv relative to cylinder head II.

The valve piece I3, which is located within the cup 5, is suitably drilled as shown to receive an air valve I4, and is likewise formed to provide a valve seat for a suitable fuel valve I5, and to provide a delivery passage IB extending downwardly from the fuel valve seat to the interior of the cup `l1. The stem of the air valve I4 extends, as shown, upwardly through a suitable air passage I1 in the valve body I, which passage is enlarged at its upper end to provide a space for accommodating the valve spring I8. As shown in Fig. 6, the space I8 communicates with the atmosphere, outside of the valve body I, by a suitable passage I9 which extends therethrough.` The governing fuel valve I5 extends, with a close operating ilt, through a suitable passage 20 in the valve body I, andis provided at its lower end with a reduced portion 2I which terminates in a tapered lower end adapted to co-operate with the valve seat formed in the valve piece I3. Communicating with the lower end of the passage 20, at the portion into which the reduced end of the valve I5 extends', is a transverse passage 30, the other end o f which connects with a vertical passage 28 which extends upwardly through the valve body I substantially parallel to the passage 20. At its upper end the passage 29 connects with a drilled passage 28 which in turn connects with a second drilled passage 21, the passages 21 andy oi fuel leakage can occur. This leakage must not exceed, during a cycle of the engine, the amount of oil required for a. power stroke when the engine is idling. There will in operation, of course, always occur some slight leakage of oil, because the pressure head of the fuel oil is higher than atmospheric pressure, and, accordingly, the passage 28 is provided near its upper end with an l enlarged section 23 through which extends a drilled hole 24 which communicates with the space I8. The outer end of the drilled hole 24 is plugged tight by a screwed plug 25, and any leakage of oil which occurs upwardly through the passage 20 will drain through the passage 24 into the space I8, from where it will be carried, on each suction stroke of the engine, into the cup 5 by the air stream passing the valve I4.

Supported between thespaced flanges 3 and 4 of the valve body I is a cross piece 50 which is secured in place by suitable screws 5I, as shown best in Figs. 4 and 5, and ther oil supply tube 33, which extends upwardly between the flanges 3 and 3, is held in tight contact with the upper end of the passage 26 by means of a screw 34 which extends through the cross piece 50. Thus the top and bottom ends of the supply tube 33 are made oil-tight, and a suitable oil supply tube 35, which extends from a suitable source, not shown, but which may be an overhead fuel tank or a low pressure pump, connects with the oil supply tube 33, intermediate its ends. It will be apparent, as the description proceeds, that only a low head of oil is required. In the two-cylinder engine shown for purposes of illustration, a second oil tube 38 is provided which extends from the fitting 33, as shown in Fig. 1, to a similar fitting for the other cylinder, so that the fuel supply is thus connected with both of the fuel valves.

The upper end of the stem of the air valve I4 is threaded, as shown, to co-operate with an internally threaded guide piece 31 which has a close operating t in the passage I8, and a pin 38, adapted to be inserted through the valve stem after assembly, prevents the piece 31 from coming unscrewed from the valve I4. A flat washer 33, which serves as a pusher piece for the valveoperating arm to be hereinafter described, ls fitted to the upper end of the guide piece 31, and when the operating armis not pressing down upon this I4 and I5 is shown.

squared end portion 4I, the latter portion beingv adapted to accomodate a wrench. As shown best in Fig. 5, the threaded .part 46 co-operates with an internally threaded sleeve 42 which, at

and '96 are mounted, is a pair of hollow lockv nuts 81 which serve to position the rocker arms on the hollow pin 1I and provide bearings for a control or governor shaft 88 which extends through the hollow pin 1I. In Fig. 1 only the hollow pin 1I for the upper one of the two cylinders (as viewed in Fig. 1) is shown, but it willv ofcourse be understood that a similar hollow its top end, is formed to'provide a tapered, nexternally Vthreaded porton .48. This tapered portion 43 is provided with a plurality of slots 44 and is engaged' by a nut 48. When the 'nut 48 is loose on the threaded portion l43, the valve I may be turned in relation to the sleeve 42 so as to ei'ect longitudinal adjustment therebetween. Tightening the nut -46 is, `of course, eiiec-` tive, by inward compression oi' the slotted portion of the sleeve 42, to lock the sleeve and the valve I6 together. As shown, the sleeve 42 is slidably mounted in, and extends through, a nut 41 which threadedlyrengages the cross piece 50, and a valve spring 48 is provided having one end engaging the lower surface of the nut'41and its other end engaging a suitable head 49 on the sleeve 42 so as to urge the valve I5 downwardly toward its co-operating seat.

Supported between'the spaced anges 3 and 4 of the valve body I are the' operating levers for the air valve I4 and the fuel governing valve I5. Thus the lever 54, as shown best in Fig. 5, is mounted on a suitable bearing pin 52and -the lever 58 is similarly mounted upon a bearing pin 53, the lever 55 being provided with an opening 56 through which the valve I5 extends. Extending from lever 54 is a projection 51 adapted to contact a co-operating projection 58 extending from lever 55. Pivotal movement of the lever 54,

therefore, effects movement of the lever 55 through co-operation of the projections 51 and 58, and Ian end portion 59 of the lever 54 is disposed to engage the pusher piece or washer 39 on the air valve I4.

In addition, the lever 54 is provided with a forked projection 60 adapted to straddle the stem of the valve I5 and to engage the lower surface of the sleeve 42. When the engine is in oper-- ation, clockwise movement of the lever 54 about its pivot pin 52 thus effects an upward movement of the valve I5 Iagainst the force ofthe spring 48, and at the same time effects a downward movement of the air valve I4 against the force of the spring I8. A suitable projection 8l on the lever 54, adapted to engage the cross piece 58, serves to limit counterclockwise movement of the lever 54 about its pivot.

. In Figs. 1 and 2'the means for obtaining timed operation of the intake valve 68, and timed and adjustable operation of the air and fuel valves l Threadedly engaging the opposite yends of the hollow pin 1I, upon which the rocker arms 89 pin and similar nuts 81 are provided for supporting the rocker arms 69 and 88 associated with the other cylinder, and, as shown, the governor shaft 86 extends through both of the hollow pins 1I and is journaled therein.

Adjacent its left-hand end (as viewed in Figs.

1 and 2), each of the rocker arms 88 for operating the intake valves of the engine cylinders is provided with a pair of oppositely extending bosses which form a Atransverse bearing part 14. A rotating part 15, journaled in the bearing Y 14, is provided at one end with an extending i crank pin 16. Mounted on this crank pin 18 is `,from the crank pins a substantially rectangular bearing block 11 (Fig. 2), which is adapted .to be received within a fork-shaped portion of a suitable connecting rod 18. The bearing block 11 and the connecting rod 18 are normally maintained in assembled relation by a cotter pin 88 which extends. therethrough. At its lower end the connecting rod 18 engages a suitable pin 19 adapted to extend through suitable apertures 19a in the forked, extending end of the valve operating lever 54, Fig. 5.

The ends of the rotatable members 15 opposite 18 extend outwardly from the opposite ends oi the bearing members 14 on the rocker arms 89, and these extending ends are keyed tosuitable forked levers 8| which carry at their outer ends cross pins 82. Each of-the cross pins 82 extends through one end of an associated connecting rod 83 positioned between the respective forked ends of the members 8I, the other ends, of the connecting rods 83 being similarly connected, by means of pins 85, to forked levers 84, the connections at each end of the rods 83 being such that relative movement can take place between the rods and the respective supporting lpins 82 and/85. The levers 84, as shown best in Fig. 1, are' mounted on the gover- The valve 88 is provided with the usual compression spring 68a and is carried by the hollow pins 1I. Intermediate the two levers 84, the governor shaft is provided with an extending lever 88 which is secured to the governor shaft and which may be suitably attached at its outer end 89 to a. suitable engine governor or a hand-operating gear, not shown.

In Fig. 2 the valves and the valve operating mechanism are shown in an operating position, wherein the intake valve 58 has been opened by downward movement of the left end of the rocker arm 69, and it will be apparent that such downward movement effects, through member 15 carried by the rocker arm, the crank pin 18 thereon and the connecting rod 18, a downward movement of the outer end. of the lever 54 as viewed in Fig. 5, thus effecting a clockwise movement of the lever 54 about its vpivot pin 52. Such clockwise movement, as will readily be apparent from Fig. 5 eiTects operation of both the oil governing valve I5 and the air valve I4, and in Fig. 5 these valves are shown in their respective open positions. So long as the governing lever 88 is not moved during the power stroke, the crank pin 16 will remain in substantially the same relative position with respect to the rocker arm 89, and

clearance exists between the forked projections with the end portion 59 of the lever 55 resting upon the pusher piece or washer 39 and with the projections 51 and 58 in engagement, a small projection 60 on the lever 54 and the lower face of the sleeve 42. The spring 48 then maintains the valve l5 in engagement with its seat. With such an adjustment, opening of the air valve I4 will always slightly precede opening of the fuel governing valve I5, and closure of the air valve I4 will always occur slightly later than closure of the valve I5. Consequently, during operation of the engine, and before any fuel is admitted to the fuel cup 5, air will be admitted through the valve I4 to exhaust the products of combustion remaining in the fuel cup from the previous explosion, and after the admission of fuel oilv has terminated, a small amount of air is still admitted to the cup, thus assuring an ignitable and explosive mixture in the cup for ignition by the spark plug 1a.

Control of the amount of fuel admitted to the fuel cup is effected simply by movement of the lever 88 which is mounted on the control or governor shaft 86. For example, if the lever 88 is moved downwardly, that is clockwise,v as viewed in Fig. 2, the corresponding motion of the governor shaft 86, transmitted through the lever 84, the connecting rod 83 and the lever 8l to the member 15, will cause the crank pin 16 to move upwardly relative to the rocker arm 69. Such upward movement of the crank pin 16 will effect a corresponding counterclockwise movement of the lever 54 so as to increase the clearance between the forked projection 60 and the sleeve 42, and to provide a greater clearance between the 51 and 58. Consequently, the degree of valve lift imparted to both the air valve I4 and the fuel governing valve I5 will be decreased and a lesser amount of fuel oil will be admitted to the cup 5 during each cycle of operation, whereby the power of the engine will be diminished.

Further movement of the lever 88 in the same direction will cause the crank pin 16 to move to a position such that, during a complete movement of the rocker arm 69, the forked projection 68 on the lever 54 will not engage the lower face of the sleeve 42. Consequently the fuel governing valve I5 will not be operated and no fuel will be admitted to the cup 5,*-resulting in stoppage of the engine. Thus the valve-controlling means heretofore described constitutes not only a means for governing `the admission of fuel to the engine, but also a stopping means.

When a new multiple cylinder engine, constructed as heretofore described, is started up for the rst time, it is possible that slight inaccuracies in workmanship or adjustment may require correction in order that the cylinders will perform the same amount of work, and individual adjustment of each governing valve is ltherefore provided and may be accomplished, as heretofore indicated,A by loosening the nut 46 at the top A thereof and rotating the valve I5 relative to the sleeve 42v until the proper adjustment is secured.

It will now be apparent that the present invention provides a compact and readily adjustable valve gear for operatingy the fuel governing and cup for ignition by a spark plug to produce a resulting explosion, under the force of which the entire charge of fuel is sprayed into the cylinder for complete burning. It will of course be apparent that the above described fuel valve and valve gear may be employed in an engine otherwise similar to the described embodiment, but omitting the spark plug 1a and opening 1 in cup 5. In such case the clearance space 66 in the cylinders must be so adjusted that a sufficiently high compression will be achieved in the' cylinder to effect ignition of the charge in the cup 5, and the engine will then operate as a high compression engine. By employing the spark plug or similar separately-controlled ignition means, however, it is possible, in accordance with this invention, to employ compression values below the pressure required for ignition ofthe fuel,

In accordance with this invention it is possible to construct an engine of low weight and manufacturingcost which will operate efficiently on relatively 10W-grade fuel oil and with great reliability. The invention is not limited, however, to operation with such low-grade fuel oils, but may advantageously be employed with various grades of fuels or oils including high-grade fuels such as gasoline. When it is stated that an engine operates with quality governing, it is meant that the quantity of the charge admitted to the cylinder on the suction stroke remains constant for all loads, but

light loads by throttling or cutting off of the fuel air valves in an engine of the type wherein the charge of fuel is initially supplied to an ignition' vthe fuel cup insures oil alone.

One of the important advantages of an engine embodying the present invention lies in the fact that the ignition quality, so to speak, of the fuel and air charge in the cup 5 is substantially independent of the main cylinder charge admitted through the cylinder intake valve. In another embodiment of the invention, the mech- 'anism may be arranged so that a constant small quantity of oil is admitted-to the fuel cup on each suction stroke of the engine, and the cylinder intake valves may be provided with suitable gas mixing devices wherein the gas only is under the control of the governor. In this case the oil admitted to the fuel cup serves as a pilot charge and the engine operates as a gas engine with so-called quality governing. The compression, therefore, is the same under high and low load, but the provision of the pilot charge in proper ignition on every stroke regardless of the load and the quality of the main charge admitted to the cylinder proper through the cylinder intake valve.

While a particular embodiment of the invention has been shown, it will be understood, of course, that the invention is not limited thereto since many modifications may be made, and it is, therefore, contemplated by the appended claims to cover'any such modifications as fall within the true spirit and scope of the invention. Having thus described my invention, what I claim and desire to secure by Letters Patent is: 1. In an internal combustion engine of the type having an ignition cup in restricted communication with the combustion space of a cylinder for providing, a preliminary explosion 4whereby fuel is discharged from the cup into the combustion space in atomized condition, the combination of independent fuel and air valves for admitting controlled charges of fuel and air its quality is made poorer at i whereby fuel is discharged from the cup into' the combustion space in atomized condition, the combination of independent fuel and air valves for admitting controlled charges of fuel and air to said cup, means for operating said valves in timed relation-to the cycle of said engine, and means for controlling said operating means to simultaneously vary between predetermined minimum and maximum values the lift imparted by said operating means to said valves.`

3. In an internal combustion engine of the type. having an ignition cup in restricted communication with the combustion space of a cylinder for providing a preliminary explosion whereby fuel is discharged from the cup into the combustion space in atomized condition, the combination of independent fuel and air valves for admitting controlled charges of fuel and air to said cup, means for operating said valves in timed relation to the cycle of said engine,vand means for controlling said operating means to simultaneously and proportionately vary the air yand fuel charges admitted thereby to said cup.

4.. In an internal combustion engine of the type having an ignition cup in restricted communication with the combustion space of a cylinder for providing a preliminary explosion whereby fuel is discharged from the cup into the combustion space in atomized condition, the combination of independent fuel and air valves for admitting controlled charges of fuel and air to said cup, means for operating said valves in timed relation to the cycle of-said engine, and means for controlling said operating means'to simultaneously and proportionately vary the air and fuel charges admitted thereby to said cup,

v said controlling means in one extreme position adjusting said operating means for zero liftV of said fuel valve whereby stoppage of said engine may be effected.

5. In 4an oil burning engine of the type having an ignition cup in restricted communication with the combustion space of a cylinder for providing a preliminary explosion whereby a charge of oil in the cup is discharged into the combustion space in atomized condition, and having an intake valve for admitting a quantity of air to the cylinder to support combustion of the atomized oil therein, the combination of a rocker arm for operating said intake valve in timed relation to the cycle of the engine, independent oil and air valves for admitting controlled charges of oil and air to said cup, means for operating said oil andv air valves in timed relation to each other, and linkage means interconnecting said rocker arm and sald valve operating meansgfor actuating said oil and air valves in timed relation to the operation of said intake valve.

6. In an oil burning engine of the type having an ignition cup in restricted communication with the combustion space of a cylinder for providing a preliminary explosion whereby a charge of oil in the cup. is discharged into the combustion spaced in atomized condition, and having an intake valve for admitting a quantity of air to the cylinder to support combustion of the atomized oil therein, the combination of a rocker arm for operating said intake valve in timed relation to the cycle of the engine, independent oil and air valves for admitting controlled charges of oil and yair to said cup, means for operating said oil and air valves in timed relation to each other, linkage means interconnecting said rocker arm and said valve operating means for actuating said Oil and air valves in timed relation to said intake valve. and'means for l'adjusting the connection of said linkage means to said rocker arm to vary the extent of the valve operating movement imparted by said linkage means to said valve operating means.

'7. In an oil burning engine of the type having an ignition cup in restricted communication with the combustion space of a cylinder for providing a preliminary explosion whereby a charge of oil in the cup is discharged into the combustion space in atomized condition, and having an intake valve for admitting a quantity of air to the cylinder to support combustion of the atomized oil therein, the combination of a rocker arm for operating said intake valve in timed relation to the cycle of the engine, independent oil and air valves `for admitting controlled charges of oil and air to said cup, means for operating said oil and air valves .in timed relation to each other, a crank member carried by said rocker arm, linkage means interconnecting said valve operating means and said crank member for actuating said oil and air valves upon movement of said rocker arm, and means for adjusting the relation between. said crank' member and said rocker arm to vary the extent of the valve operating movement imparted to said valve operating means by said movement of said rocker arm.

RASMUS M. HVID.

REFEnuNcEscrrEn The following references are of record in the file of this patent:

` UNITED STATES PATENTS 

